Tesla has admitted that it has decreased the new battery pack’s energy capacity for the new Model S. And do you know what are the Tesla battery packs voltage and amperage?

Tesla battery packs typically have a nominal voltage of 400 volts. The amperage of a Tesla battery pack can vary depending on the model and configuration. However, a common value is around 400-450 amps. It’s important to note that these values are approximate and may vary across different Tesla models and versions.

Even so, it has a longer range than the prior design. It all comes down to effectiveness.

As Electrek reported last year, Tesla has created a brand-new power plant for the next Model S as part of its Palladium program.

Tesla did discuss its new electric motor during the launch event last week, but it made no specific mention of the new battery pack.

As more material is made available, we are gradually learning a few more specifics about it.

For instance, Tesla stated in the updated owner’s manual that the battery pack’s voltage was increased to 450 volts:

Battery – High Voltage	Specifications
Type	Liquid-cooled lithium ion (Li-ion)
Nominal Voltage	450 V DC
Temperature Range	Never leave the Model S outside for more than 24 hours at a time in temperatures that are above 149° F (65° C) or below -22° F (-30° C).

Regarding the energy capacity, we were reasonably certain that Tesla had actually reduced it from the prior 104 kWh based on the new EPA rating.

When the EPA officially rated the new Model S Long Range earlier this week, we saw that its efficiency has increased more than its range, which should indicate that the battery pack’s energy capacity had decreased.

The EPA Estimates The New Model S Long Range to be 407 Miles

It appears Tesla confirmed to the journal that the new battery pack has an exact 100 kWh capacity, as we revealed this morning when MotorTrend published the first independent performance testing on the new Model S Plaid:

The battery pack was always the weak point of older Model S performance variations, therefore Tesla made considerable improvements to it to fully utilize the tri-motor system. 

The Plaid’s battery is a little bit smaller than the Model S Performance it replaces (100 kWh vs. roughly 104 kWh), but Tesla concentrated on optimizing the routes for coolant and electrical current.

Even though the new battery pack is lower in size, the range isn’t reduced because the entire engine is more effective, and Tesla has enhanced the sedan’s aerodynamic performance. The weight of the car is decreased by using a smaller battery.

Tesla Was Already the King of Efficiency and is Now Expanding on that Position

The company has previously stated that it has no plans to considerably enhance the capacity of its battery pack beyond the existing level of about 100 kWh.

Only larger vehicles, such as the forthcoming Cybertruck, are anticipated to offer battery pack options above 100 kWh.

Some—but undoubtedly not all—of the features and technical details for the highly anticipated Model 3 automobile were just made public by Tesla. The business withheld the real battery capacity, however, it offers a 310-mile range for the Long Range model and a 220-mile range for the Standard version.

CEO Elon Musk confirmed, according to Elektrek, that the battery capacity for the two versions of the Model 3 is between 50 kWh and 75 kWh during a conference call with financial analysts to negotiate a new bond issue.

Although Tesla has suggested that its sins of ignorance may be part of its Apple-like promotional mystique, the company’s decision to move further away from kWh-based alphanumeric badging—such as P100D—that customers may not always understand, has understandably caused some trepidation among investors and consumers. The battery is the most expensive and precious component in an electric automobile, after all.

• Features of the Tesla Model 3, Price, and a First Drive!
• Continuity Test: 2016 Model S P85D
• 2017 Detailed Information on the Tesla Model 3

A straightforward calculation utilizing the battery pack’s voltage, which is indicated in the EPA file at 350 volts, and its energy capacity, which is listed at 230 ampere-hours, yields a capacity of 80.5 kWh. 

Elon Musk, the CEO, had previously indicated that the top Model 3’s capacity wouldn’t go over 75 kWh, but it’s more probable that he was referred to usable capacity, which is often around 90% (or slightly higher for Tesla, according to some sources) of the battery pack’s declared capacity.

400V  VS 800V

The standard for electric vehicles has been a 400V design, but 800V systems, which are currently present in several models from automakers like Audi, Porsche, Hyundai, and Kia, are likely to change that.

The biggest disadvantage of 800V architecture is that it costs more to engineer. Despite this, automobile makers have continued to forge ahead, and by the year 2025, 800V is expected to be the norm for EVs.

When Comparing Charging 400V Vs 800V, Later is Unquestionably Superior Because it Effectively Cuts Charging Time in Half.

Other advantages include The lower current produced by the greater voltage results in less heat, which is always beneficial for EV batteries because battery cooling devices can consume a lot of electricity.

An automobile can be lighter and more efficient by using charging lines that are thinner and less bulky and by using electrical components that are smaller and thinner.

For electric automobiles, such as the Tesla Model Y, a 400V architecture has traditionally been the standard. (Photo by Tom White).

Charging At 800V

800V should be capable of delivering a 10-80% charge in ten min or less when used with quicker solid-state or graphite batteries, both of which are still a few decades away from being widely adopted. This would be a significant increase over present charging periods.

Some ultra-rapid DC charging points have an output of up to 350kWh, but this potential is lost on 400V electric vehicles because that level of output would fry batteries more quickly than an egg on the Sun’s surface.

The lithium-ion cells in the battery pack of an EV with an 800V system are linked in series, a modification that prevents overheating, boosts thermal performance and also permits the voltage increase.

However, it’s important to keep in mind that an 800V EV can only be useful when using a DC super duper fast charger with 300kW+ charging speeds, which are currently scarce in Australia but will be more widely available in the upcoming months and years.

In ten minutes or less, 800V ought to be able to provide a charge of 10–80 percent.

800V Architecture EVs

The Porsche Taycan, Genesis G80 EV, Hyundai Ioniq 5, Kia EV6, and Audi e-Tron GT are among the available models.

Volvo, General Motors, Polestar, Stellantis, BYD, and Lotus are further automakers who have committed to 800V architectures.

With a 900V design, the Lucid Air EV goes a step further and is the quickest EV ever.

Battery Calculation Ev Design

One of an electric battery vehicle’s most crucial parts is the high-voltage power battery (BEV). Other parts and characteristics of the car are significantly impacted by the battery specifications, such as:

1. traction motor torque at its maximum
2. greatest regeneration brake power
3. Range
4. total weight
5. cost of the vehicle

The specifications of the high-voltage power battery determine pretty much all of the key features of a fully electric vehicle (EV). We’re going to start with 4 fundamental input parameters for the construction of our electric vehicle batteries:

• Chemistry
• Voltage
• Average vehicle energy use during a driving cycle 
• Vehicle range

During discharging, a battery’s electrochemical cells (also known as battery cells) transform chemical energy into electrical energy and electrical energy back into hydrogen gas (during charging). The chemistry of a battery is determined by the kind of components it contains and the chemical processes that take place during the charging and discharging cycles.

A battery module is a collection of individual battery cells that functions as a single both mechanical and electrical unit. A battery pack is created by electrically connecting the modules.

While hybrid and electric automobile propulsion systems use a range of battery (chemical) types, we shall solely examine lithium-ion cells. The primary factor is that Li-ion batteries outperform other types in terms of specific energy [Wh/kg] and output energy [W/kg] [2].

Cell level Ragone diagram, taken from Van Den Bossche 2009

The highest continuous electrical power that may be produced depends on the battery voltage level. Voltage U [V] and current I [A] are multiplied together to form power P [W]: P=UI

The high voltage wires’ diameter increases with increasing current, and so do thermal losses. For this reason, a maximum current limit should be used, and a greater voltage should be used to achieve the nominal power. We’re intending to use a 400 V nominal voltage for our application.

We computed the average energy usage for propulsion Ep as somehow being 137.8 Wh/km on WLTC driving cycle in the post EV design – energy consumption. The high voltage battery must also provide energy for the vehicle’s Eaux [Wh/km] auxiliary equipment, such as the 12 V electrical grid, heating, cooling, etc. The effectiveness of the powertrain p [-] in converting mechanical energy into electrical energy must also be taken into account.

We are trying to use data from which contains the normal power requirements of various popular car electrical components, for the secondary devices’ energy usage (auxiliary loads). The average amount of electrical power used by the constant loads (heating, brake lights, wipers, etc.) and irregular loads (headlamps, multimedia, etc.) is 430 W.

The WLTC cycle lasts for 1800 s (0.5 h), providing 215 Wh of energy for the auxiliary loads. The average consumption of energy for the auxiliary loads Eaux is 9.241 Wh/km when we divide it by the length of the WLTC driving cycle (23.266 km).

We will refer to Wh/km as average energy even though it is actually factored energy because it is measured in terms of one kilometer.

The inverter transforms the direct current (DC) provided by the battery into an alternating current (AC). There is a loss involved with this conversion. Additionally, we must take into account the losses in the driveline and electric motor.

We’ll use an average performance of 0.9 from the batteries to the wheel for the purposes of this exercise.

The average energy usage is obtained by changing the numbers as follows:

E average equals (137.8+9.241)1.1=161.7451 Wh/km.

The battery capacity will be engineered for a 161.7451 Wh/km average energy usage.

The calculation for the battery pack

We’ll examine many battery cell models that are sold on the market in order to decide which battery packs our pack will use. We will only consider lithium-ion batteries in this case. The table below summarises the input parameters for the battery cells.

It’s possible that the information used in this example is out-of-date because battery cell manufacturers constantly release newer types. Since the purpose of the essay is to describe how the computation is done, this is less significant. For any other battery cell, the same procedure can be used.

Manufacturer	Panasonic	A123-Systems	Molicel	A123-Systems	Toshiba	Kokam
Type	cylindrical	cylindrical	cylindrical	pouch	pouch	pouch
Model	NCR18650B	ANR26650m1-B	ICR-18650K	20Ah	20Ah	SLPB7570270
Source	[4]	[5]	[6]	[7]	[8]	[9]
Length [m]	0.0653	0.065	0.0652	0	0	0
Diameter [m]	0.0185	0.026While hybrid and electric automobile propulsion systems use a range of battery (chemical) types, we shall solely examine lithium-ion cells.	0.0186	0	0	0
Height [m]	0	0	0	0.227	0.103	0.272
Width [m]	0	0	0	0.16	0.115	0.082
Thickness [m]	0	0	0	0.00725	0.022	0.0077
Mass [kg]	0.0485	0.076	0.05	0.496	0.51	0.317
Capacity [Ah]	3.2	2.5	2.6	19.5	20	15.6
Voltage [V]	3.6	3.3	3.7	3.3	2.3	3.6
C-rate (cont.)	1	10	1	1	1	2
C-rate (peak)	1	24	2	10	1	3

We can determine each cell’s energy, volume, gravimetric density, and volumetric density using the manufacturer-provided cell data.

The V(volume) of every cell is calculated as:

Where:   battery cell diameter –  D_bc [m] 

• V_cc [m³]     Vcc =πD2bc4⋅Lbc  –  cylindrical cells
• pouch cells, V_pc [m³]Tbc

battery cell length – L_bc [m]

Where:

 battery cell height – H_bc [m] 

 battery cell width – W_bc [m] 

 battery cell thickness – T_bc [m] 

The battery cell E_bc [Wh] is calculated –

where:

battery cell capacity – C_bc [Ah]

battery cell voltage – U_bc [V]

The battery cell energy density – 

• u_V [Wh/m³], volumetric energy density
•  u_G [Wh/kg],  gravimetric energy density

u

where:

battery cell mass – m_bc [kg]  

The energy density for each cell is summarised in the table below.

Manufacturer	Panasonic	A123-Systems	Molicel	A123-Systems	Toshiba	Kokam
Type	cylindrical	cylindrical	cylindrical	pouch	pouch	pouch
Model	NCR18650B	ANR26650m1-B	ICR-18650K	20Ah	20Ah	SLPB7570270
Energy [Wh]	11.52	8.25	9.62	64.35	46	56.16
Volume [l]	0.017553	0.034510	0.017716	0.263320	0.260590	0.171741
Energy densitygravimetric [Wh/kg]	237.53	108.55	192.40	129.74	90.20	177.16
Energy densityvolumetric [Wh/l]	656.31	239.06	543.01	244.38	176.52	327

The key parameters are shown as graphs in the pictures below so that you may compare them more easily and have a better idea of the properties of the cells.

We determine the primary characteristics of the high-voltage battery using the aforementioned cell properties and the battery’s fundamental specifications (nominal voltage, typical energy consumption, and vehicle range).

The needed battery pack total amount of energy Ebp [Wh] is computed as the product of the vehicle’s range Dv [km] and the average energy usage Eavg [Wh/km]. For the purposes of this example, we’ll design the large electrical battery pack for a 250 km driving range.

161.7451⋅250=40436.275 Wh=40.44 kWh

The computations that will be carried out for each type of cell are as follows. For the purposes of this example, we’ll assume that the battery pack consists solely of a number of strings linked together in parallel.

Divide the average battery pack voltage Ubp [V] by the voltage of each battery cell Ubc [V] to determine the number of battery cells in a string Ncs [-]. An integer must represent the number of strings. As a result, the calculation’s outcome is rounded to the larger integer.

The product of the number of battery cells that are in series, Ncs [-], and the power of a battery cell, Ebc [Wh], determines the energy content of a string, Ebs [Wh].

EE

By dividing the total energy of the battery pack Ebp [Wh] by the energy in a string Ebs [Wh], one may determine the total amount of strings in the battery pack Nsb [-]. An integer must represent the number of strings. As a result, the calculation’s outcome is rounded to the larger integer.

Now that we know how many strings there are, Nsb [-], and how much energy each string contains, Ebs [Wh], we can compute the battery pack’s total energy, Ebp [Wh].Ebs

The product of the number of consecutive strings Nsb [-] and the battery cell capacity Cbc [Ah] yields the battery pack capability Cbp [Ah].

C

The sum of the strings Nsb [-] and the cells in a string Ncs [-] is used to compute the total number of batteries in the battery pack Ncb [-].N

When building a battery-electric vehicle, the volume and weight of the high-voltage power battery are crucial factors to take into account (BEV). In this illustration, we’ll calculate the battery pack’s volume using simply the battery cells.

In actuality, there are additional aspects to take into account, such as wiring, battery case, cooling circuits, electrical circuits, etc.

The product of the number of cells Ncb [-] and the weight of each battery cell mbc [kg] yields the battery pack mass (cells alone) mbp [kg].mb

The product of the total number of cells Ncb [-] and the mass of each battery cell Vcc(pc) [m3] yields the volume of the battery pack (cells alone) Vbp [m3]. Since it does not account for the auxiliary parts or systems of the battery, this quantity is only used to approximate the battery pack’s eventual size.

The number of strings and cells in a string can also be used to compute the volume. Since the volume filled by a cylinder cell must account for the air gap among cells, this calculating method is better suited for cylindrical cells.

The product of the peak C-rate of the battery cell C-ratebcp [h-1] and the lithium battery capacity Cbc [Ah] yields the string max current Ispc [A]. Cb

The product of the string maximum current Ispc [A] and the battery pack’s string count Nsb [-] yields the rechargeable battery peak current Ibpp [A].s

The product of the battery pack peak current (Ibpp) and voltage (Ubp) is the rechargeable battery peak power (Pbpp [W]).PBpc

The battery cell capacity Cbc [Ah] multiplied by the battery cell’s continuous C-rate, C-ratebcc [h-1], results in the string constant current Iscc [A].Iebcc

The constant current of the battery pack Ibpc [A] is the result of multiplying the number of strings in the battery pack (Nsb [-]) by the string continuous current (Iscc [A]). Ibpc

The battery pack provides constant power. Pbpc [W] is the result of the battery pack’s continuous current (Ibpc) and voltage (Ubp) measurements. PBpc

Manufacturer	Panasonic	A123-Systems	Molicel	A123-Systems	Toshiba	Kokam
# of cells in string [-]	112	122	109	122	174	112
String energy [Wh]	1290	1007	1049	7851	8004	6290
# of strings [-]	32	41	39	6	6	7
BP energy [kWh]	41.29	41.27	40.89	47.10	48.02	44.03
BP capacity [Ah]	102.4	102.5	101.4	117	120	109.2
# total cells [-]	3584	5002	4251	732	1044	784
BP mass [kg]*	173.8	380.2	212.6	363.1	532.4	248.5
BP volume [l]*	63	173	75	193	272	135
BP peak current [A]	102.4	2460	202.8	1170	120	327.6
BP peak power [kW]	40.96	984	81.12	468	48	131.04
BP continuous current [A]	102.4	1025	101.4	117	120	218.4
BP continuous power [kW]	40.96	410	40.56	46.8	48	87.36

BP – battery pack

* – taking into consideration only battery cells

We can observe from the table data that compared to cylindrical cells, pouch-type cells have a bigger capacity and better energy content.

The quantity of cells needed for the battery pack is significantly greater than that of the pouch cells. A large cell count could result in extra issues with wiring, voltage monitoring, and battery reliability.

Only at the cell level, taking into consideration the mass and dimensions of the cell, is the mass and volume determined. Wires, electronic components, solder, a case, and other components will be added to the battery pack that will be inside the car, increasing the mass and final volume of the battery pack.

Nevertheless, we can predict which model will perform better than the other by focusing simply on cell-based volume and mass. There is no obvious difference between cylindrical and tubular cells in terms of both mass and volume. A rechargeable battery with bag cells appears to be a little larger and heavier, though.

The maximum current discharge current and highest pulse (peak) discharge current of the battery cells made by A123-Systems is extremely high. The peak (constant) current and power of pouch-type cells are higher than those of cylindrical cells in terms of energy and capacity.

We may select the best battery cells for our ev battery pack based on the estimated data and findings. According to our examples, Kokam cells appear to offer the finest balance between mass, volume, and energy/power density.

The calculator below can be used to verify your results.

Conclusion – Calculation of EV Batteries

Vehicle range	Average energy consumption	Nominal battery voltage
Dv [km]		Eavg [Wh/km]		Ubp [V]
Cell type	Lbc [m]	Dbc [m]	Hbc [m]	Wbc [m]	Tbc [m]
CylindricalPouch
	mbc [kg]	Cbc [Ah]	Ubc [V]	C-ratebcc [-]	C-ratebcp [-]
Calculate
Battery Cell Performance
	Ebc [Wh]	Vbc [l]	uVbc [Wh/l]	uGbc [Wh/kg]
Battery Pack Performance
# cells / string	# strings	# cells	Es [Wh]	Ebp [kWh]	Cbp [Ah]
mbp [kg]	Vbp [l]	Ibpp [A]	Pbpp [kW]	Ibpc [A]	Pbpc [kW]

FAQs

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